METHOD AND VEHICLE CONTROL SYSTEM FOR OPERATING A RAIL VEHICLE

Description

[0001] The invention relates to a method for operating a rail vehicle, wherein, in the event of a vehicle stop where at least one vehicle door has been opened, the rail vehicle is braked with a predetermined target braking force, a door closing signal is generated before the rail vehicle starts moving again, which triggers the closing of all open vehicle doors or announces an impending closing, the complete closing of the vehicle doors is monitored, and a restart occurs at the earliest after confirmation that all vehicle doors are closed. Such methods are generally known in the field of local public transport, for example in subways and commuter trains.

[0002] It is also known that the release time of the vehicle brakes can delay restarting. For example, German patent DE 10 2020 115 000 B4 explains that the pneumatic brakes must first be released before traction is engaged by the traction motors. To reduce the pneumatic release time, i.e., to reduce the brake pressure from the brake cylinders as quickly as possible and thus enable the rail vehicle to start moving as soon as possible, the method described in the aforementioned patent provides for the use of anti-slip valves not only to prevent wheel slip while driving, but also to release the pneumatic brakes before the rail vehicle starts moving again. In other words, the additional use of anti-slip valves is intended to accelerate the reduction of brake pressure in the brake cylinders in order to receive the release signal for the motor control as quickly as possible.

[0003] The publication WO 2014 / 041626 A1 discloses a system for opening and closing train doors at a stop, ensuring that all doors are properly closed before the departure process can begin.

[0004] The invention is based on the objective of enabling a particularly fast restart after a stop at a stop such as a train station in a method of the type mentioned above.

[0005] This problem is solved according to the invention by a method with the features according to claim 1. Advantageous embodiments of the method according to the invention are specified in the dependent claims.

[0006] According to the invention, it is provided that before, during or after the generation of the door closing signal and before confirmation that all vehicle doors are closed, the braking force acting on the rail vehicle is reduced, a roll-away monitoring is initiated before or at the latest during the reduction of the braking force, and during activated roll-away monitoring, the braking force is increased again to the target braking force if the roll-away monitoring detects that the rail vehicle is rolling away, and otherwise the reduced braking force is maintained, wherein the roll-away monitoring is carried out at least until confirmation that all vehicle doors are closed is received.

[0007] A significant advantage of the method according to the invention is that measures to release the brakes are initiated before or during the closing of the doors, so that by the time all vehicle doors are closed, the brakes can already be fully or almost fully released, allowing the rail vehicle to start moving. The inventive idea is thus based on the concept of utilizing the dead time, which is lost from a timetable perspective, between the generation of the door closing signal and the actual start-up time, by initiating the brake release process during this dead time. The rolling-away monitoring provided by the invention prevents any danger posed by the rail vehicle potentially rolling away before the doors are completely closed.The invention is based on the idea that, in general, rolling away during a stop at a train station is rather unlikely and intervention by the roll-away monitoring safety net is rarely or never necessary; in most cases, therefore, the brake can be released or almost released during the door closing process, which ideally allows for a start without delay or with only minimal delay.

[0008] A warning signal can be used as the door closing signal, announcing an impending door closure; in this case, the brake can be released even before the doors actually begin to close.

[0009] Alternatively, the door closing signal can be considered a door control signal that actually triggers a mechanical door adjustment; in this case, the brake is only released once the doors begin to close.

[0010] Roll-away monitoring is particularly easy and therefore advantageous if it includes monitoring the wheel speed of at least one of the wheels of the rail vehicle.

[0011] With a view to minimizing control effort, it is considered advantageous to maintain the reduced braking force or the braking force increased back to the target braking force until the start-up occurs or a start-up command is implemented.

[0012] For safety reasons, the roll-away monitoring is preferably only terminated when the vehicle starts moving or a starting command is executed.

[0013] To prevent the rail vehicle from rolling away unintentionally with the doors closed, it is considered advantageous to increase the braking force back to the target braking force if no start-up occurs within a specified start-up time period after confirmation that all vehicle doors are closed.

[0014] In general, the gradient in the area of ​​stops or stations is low, so the reduction of the braking force is preferably always to a braking force of zero or a braking force of less than 20% of the nominal braking force.

[0015] Alternatively, it can be provided that the reduction of the braking force is chosen depending on the gradient at the respective stop, whereby the reduction of the braking force is chosen to be smaller the greater the gradient at the stop.

[0016] The start command is preferably generated automatically once confirmation has been received that all vehicle doors are closed.

[0017] The invention also relates to a vehicle control system for a rail vehicle, which is equipped with a brake control device that, in the event of a vehicle stop where at least one vehicle door is open, initiates braking of the rail vehicle with a predetermined target braking force, a door control device that generates a door closing signal before the rail vehicle restarts after the vehicle stop, which triggers the closing of all open vehicle doors or announces an impending closing, a door monitoring device that monitors the complete closing of the vehicle doors, and a drive control device that generates or implements a starting command that triggers restarting at the earliest after confirmation that all vehicle doors are closed.

[0018] According to the invention, with regard to such a vehicle control system, the brake control device is designed to reduce the braking force acting on the rail vehicle before, during, or after the generation of the door closing signal and before confirmation that all vehicle doors are closed; a roll-away monitoring device is provided, which begins roll-away monitoring before or at the latest simultaneously with the reduction of the braking force and continues to do so at least until confirmation that all vehicle doors are closed is received; and the brake control device is further designed to increase the braking force back to the target braking force during activated roll-away monitoring if the roll-away monitoring device detects the rail vehicle rolling away, and otherwise to maintain the reduced braking force.

[0019] Regarding the advantages of the vehicle control system according to the invention and advantageous embodiments of the vehicle control system according to the invention, reference is made to the above explanations in connection with the method according to the invention and its advantageous embodiments.

[0020] It is considered advantageous if the roll-away monitoring device comprises two or more roll-away monitoring modules, the vehicle control system comprises two or more brake control units, and one of the roll-away monitoring modules of the roll-away monitoring device is integrated into each of the brake control units. In the latter embodiment, the functionality of the roll-away monitoring is distributed wholly or at least partially among the brake control units.

[0021] The roll-away monitoring device preferably concludes that a roll-away has occurred if at least one of the roll-away monitoring modules signals a roll-away.

[0022] The brake control device and / or the door control device and / or the monitoring device and / or the drive control device and / or the roll-away monitoring device or their roll-away monitoring modules are preferably each formed by one or more software modules.

[0023] The invention also relates to a rail vehicle equipped with a vehicle control system as described above.

[0024] The invention is explained in more detail below with reference to exemplary embodiments; the following are shown as examples: Figure 1 shows an embodiment of a rail vehicle according to the invention and an embodiment of a vehicle control system according to the invention, with reference to which embodiments of methods according to the invention are explained; Figures 2-6 show various operating scenarios that occur with the vehicle control system according to Figure 1which can occur and on the basis of which further embodiments of the methods of the invention are described, and Figure 7 shows an embodiment for a further rail vehicle according to the invention and a further embodiment for a vehicle control system according to the invention.

[0025] For the sake of clarity, the same reference symbols are always used in the figures for identical or comparable components.

[0026] The Figure 1 shows components of an embodiment for a rail vehicle 1 according to the invention, which is equipped with an embodiment for a vehicle control system 10 according to the invention.

[0027] The vehicle control system 10 comprises a computing unit 100 and a memory 110 in which a multitude of software modules are stored. The vehicle control system 10 communicates via a data transmission device, which may be, for example, an internal vehicle data bus 20, with a multitude of brake control units 30. These brake control units can brake the assigned single- or multi-axle chassis of the rail vehicle 1 by controlling brakes (not shown). The brakes may, for example, be pneumatic brakes, which can be activated by pressurizing them with compressed air, thereby increasing their braking force F, and deactivated, thereby reducing their braking force F, by reducing the pressure or venting the air.

[0028] In the exemplary embodiment shown, one of the software modules is... Figure 1a door monitoring module 11, which, when implemented by the computer unit 100, forms a door monitoring device. The door monitoring device or the door monitoring module 11 is designed to monitor the open state and, if applicable, the locked state of the doors of the rail vehicle 1, and thus the complete closing of the vehicle doors, and to output a corresponding monitoring signal US that indicates the doors as fully closed or not fully closed. In the Figures 2 to 6 A logical zero indicates the closed state of all doors, and a logical one indicates the open state of at least one of the doors.

[0029] For this purpose, the door monitoring module 11 processes sensor signals from door closing contacts or door sensors, which are located in the [unclear context] for clarity. Figure 1 are not shown.

[0030] Another of the software modules is the embodiment shown in the following example. Figure 1 a door control module 12, which, when implemented by the computer unit 100, forms a door control device. The door control device, or door control module 12, is designed to initiate the closing of all doors before the rail vehicle 1 restarts after a stop with the doors open. For this purpose, the door control module 12 first generates an advance warning signal ST1, which announces an impending door closure and warns passengers of the closing process, and subsequently a door control signal ST2, which actually triggers a mechanical door closure.

[0031] In the embodiment shown, such a door control signal ST2 for triggering the closing of all vehicle doors is used. Figure 1The signal is transmitted to the door closing devices of rail vehicle 1 (not shown further), causing them to close the doors assigned to them.

[0032] The door control module 12 can initiate the closing of the doors when requested externally, for example by a driver or, in the case of an autonomously operating rail vehicle 1, by an ATO control system, which may also be stored in memory 110 in the form of an ATO module. It is also possible for the door control module 12 to automatically initiate the closing of the doors based on a predefined timetable, which may also be stored in memory 110.

[0033] Another of the software modules is the embodiment shown in the following example. Figure 1a drive control module 13, which, when implemented by the computing unit 100, forms a drive control device. The drive control device or the drive control module 13 is designed to forward a starting command AFB, which triggers restarting and which can originate from the driver or the ATO control system in the case of an autonomously driving rail vehicle 1, to a drive 50 of the rail vehicle 1 and thereby implement it, at the earliest after confirmation has been received that all vehicle doors are closed. The forwarding of the starting command AFB can occur upon receipt of the confirmation or be delayed by a predetermined time period. In the Figures 2 to 6 The implementation of the starting command AFB, and thus the actual starting of the rail vehicle 1 after the vehicle has stopped, is represented by the signal change from a logical zero to a logical one.

[0034] Confirmation that all doors are closed is generated by the door monitoring module 11 described above by outputting the corresponding monitoring signal US with a logical zero after all vehicle doors have been completely closed. For this reason, in the embodiment according to Figure 1 the door monitoring module 11 is connected to the drive control module 13, so that the drive control module 13 can receive the release to start from the door monitoring module 11 in the form of the monitoring signal US.

[0035] Another of the software modules is the embodiment shown in the following example. Figure 1 a brake control module 14, which, when executed by the computing unit 100, forms a brake control device.

[0036] The brake control device or brake control module 14 initiates braking of the rail vehicle 1 with a predetermined target braking force Ftarget in the event of a vehicle stop with at least one vehicle door open. Such initiation of the target braking force Ftarget is carried out in the exemplary embodiment according to Figure 1 This is achieved by issuing a brake force control command BF defining the desired braking force F, which is transmitted to the brake control units 30 of the rail vehicle 1 and requests them to apply the brake force F assigned to them and, for clarity, in the Figure 1 To activate brake units not shown, which may be, for example, pneumatic brake units.

[0037] The brake control device or brake control module 14 also serves to reduce the braking force F acting on the rail vehicle 1 before, during, or after the generation of a door closing signal and even before confirmation that all vehicle doors are closed. The door closing signal can be either the warning signal ST1, which announces the impending door closing and warns passengers of the closing process, or the door control signal ST2, which actually triggers the mechanical door closing.

[0038] In other words, the brake control device or brake control module 14 also has the function of accelerating the restart of the rail vehicle 1 after a stop during which at least one door was open, by reducing the braking force F as a preparatory action. In the case of pneumatic brakes, the reduction of the braking force F is achieved by a pressure reduction in the brake cylinders, for example by opening corresponding valves.

[0039] Before the door closing signal is generated, the brake control device or brake control module 14 can initiate the reduction of the braking force F, for example, if it is requested to do so externally, for example by the driver or, in the case of an autonomously operating rail vehicle 1, by the ATO control system. It is also possible for the brake control module 14 to automatically initiate the reduction of the braking force F based on the aforementioned timetable, which can be stored in memory 110.

[0040] If the brake control device or brake control module 14 is to initiate the reduction of the braking force F only at or after the generation of the door closing signal, it can use the door closing signal as a trigger signal and reduce the braking force F as soon as the trigger signal has been generated or delayed by a predetermined time. To enable such triggering by the door closing signal, the following are performed in the embodiment according to Figure 1 The announcement signal ST1, which announces the impending door closure and warns passengers before the closing process, and the door control signal ST2, which actually triggers the mechanical door closure, are each also transmitted to the brake control module 14.

[0041] Another of the software modules is the embodiment shown in the following example. Figure 1a roll-away monitoring module 15, which, when implemented by the computing unit 100, forms a roll-away monitoring device. The roll-away monitoring device or the roll-away monitoring module 15 is configured to initiate roll-away monitoring WRU in the event of a vehicle stop with open doors, before or at the latest simultaneously with the reduction of the braking force F by the brake control module 14, as described in the Figures 2-6 This is represented by a signal change from a logical zero to a logical one. The roll-away monitoring (WRU) is performed at least until confirmation is received that all vehicle doors are closed. The roll-away monitoring is terminated in the Figures 2-6 represented by a signal change from a logical one to a logical zero.

[0042] Such confirmation that all doors are closed is generated – as already mentioned – by the door monitoring module 11 described above. For this reason, in the embodiment according to Figure 1 The door monitoring module 11 also connects with the roll-away monitoring module 15 and sends the monitoring signal US to it, so that the roll-away monitoring module 15 is supplied by the door monitoring module 11 with the information on how long the roll-away monitoring WRU should be maintained at least.

[0043] If the rolling motion monitoring device or the rolling motion monitoring module 15 detects that the rail vehicle 1 is rolling away, it generates a rolling motion warning signal WWS. The rolling motion warning signal WWS is transmitted to the brake control module 14, which, upon receiving the rolling motion warning signal WWS, increases the braking force F back to the target braking force Ftarget.

[0044] As long as no rolling away warning signal WWS is present, the brake control device or brake control module 14 preferably maintains the reduced braking force F.

[0045] The reduced braking force value Fred, to which the brake control module 14 reduces the braking force F, can be zero, since the roll-away monitoring device or roll-away monitoring module 15 warns of rolling away by outputting the roll-away warning signal WWS. Alternatively, the brake control module 14 can select the reduction of the braking force F depending on the gradient at the stop, selecting a smaller reduction of the braking force F the steeper the gradient at the stop. For this purpose, the memory can be used to store this value. 110 For example, for each scheduled stop with scheduled door opening, the gradient on site and / or the reduced braking force F suitable for the respective gradient, with which rolling away can be prevented, are stored in memory 110.

[0046] The Figure 2 shows the time profiles of the monitoring signal US, the announcement signal ST1, the door control signal ST2, the braking force F, the operating state of the rolling-away monitoring module 15, the rolling-away warning signal WWS and the starting or forwarding of a starting command AFB to a drive 50 of the rail vehicle 1 over time t for a first exemplary operating scenario.

[0047] In the Figure 2 As an example, it is assumed that the rail vehicle 1 is stopped at a station, for example, and that the doors, or at least one of the doors, are open. Accordingly, the door monitoring module 11 detects the open state and generates a monitoring signal US with a logic one, and the brake control module 14 controls the brake control units 30 by means of the brake force control command BF such that the brakes generate a braking force F that corresponds to a predetermined target braking force Ftarget.

[0048] At time t1, the door control module 12 generates an announcement signal ST1, which announces the impending closing of the doors of the rail vehicle 1. The announcement signal ST1 can be emitted acoustically, for example in the form of a warning tone and / or in the form of a warning light.

[0049] Shortly thereafter, at time t2, the door control module 12 generates the door control signal ST2, which actually triggers the mechanical door closing. The warning signal ST1 is preferably continued to be generated until the closing of the doors is completely finished at time t3. At time t3, the door monitoring module 11 detects that the doors are closed and assigns a logic zero to the monitoring signal US.

[0050] In the embodiment according to Figure 2 It is assumed that the brake control module 14 sends a brake force control command BF (see Figure 1), which causes the reduction of the braking force F to a reduced braking force value Fred, for example, zero, in response to the door control signal ST2. The decrease in braking force F therefore begins even though the doors have not yet been fully closed and even though the monitoring signal US still shows a logic one.

[0051] Ideally, the braking force F is reduced to the desired level, for example to zero, at the latest when the monitoring signal US changes to a logical zero or all doors are closed, so that the rail vehicle 1 can start moving immediately after the brakes are closed.

[0052] The roll-away monitoring module 15 starts the roll-away monitoring WRU (see signal change from logic zero to logic one) in the operating scenario according to Figure 2simultaneously with the reduction of the braking force F or in response to the braking force control command BF, by which the braking force F is reduced, and preferably maintains the roll-away monitoring WRU at least until all doors are closed and the monitoring signal US changes to logic zero and / or the start-up command AFB for the drive 50 is actually present and implemented.

[0053] In the operating scenario according to Figure 2 For example, it is assumed that during the phase of reduced braking force F, the rail vehicle 1 does not roll away and the roll-away monitoring module 15 therefore does not generate a roll-away warning signal WWS.

[0054] The Figure 3 shows the time courses of the monitoring signal US, the announcement signal ST1, the door control signal ST2, the braking force F, the roll-away monitoring WRU, the roll-away warning signal WWS and the start-up over time t for a second exemplary operating scenario.

[0055] In the embodiment according to Figure 3 It is assumed that the brake control module 14 issues the brake force control command, which initiates the reduction of the braking force F to, for example, the reduced braking force value Fred, as soon as the warning signal ST1 has been generated. The reduction of the braking force F thus begins earlier than in the operating scenario according to... Figure 2 and is therefore completed earlier.

[0056] Furthermore, the above statements apply in connection with the first operating scenario according to Figure 2 for the second operating scenario according to Figure 3 accordingly.

[0057] The Figure 4Figure 1 shows a third exemplary operating scenario, which corresponds to the second operating scenario with the sole difference that at time t23 the rail vehicle 1 begins to roll due to a gradient. Accordingly, the rolling motion monitoring module 15 generates a rolling motion warning signal WWS and transmits it to the brake control module 14, which in response increases the braking force F back to the target braking force Ftarget.

[0058] The brake control module 14 maintains the target braking force Fsoll, which was reset due to the vehicle rolling away, preferably until confirmation that all vehicle doors are closed is received (see signal change of the monitoring signal US) and the vehicle can start moving again. In the Figure 4 The reference symbol dt denotes the start-up delay time, which is caused by the necessary reduction of the braking force F before starting off.

[0059] The roll-away monitoring module 15 preferably maintains the roll-away monitoring WRU for at least as long as necessary until the implementation of the start-up command AFB begins and the brakes are released.

[0060] Furthermore, the above statements apply in connection with the first operating scenario according to Figure 2 for the third operating scenario according to Figure 4 accordingly.

[0061] The Figure 5 Figure 4 shows a fourth exemplary operating scenario, which corresponds to the second exemplary operating scenario with the sole difference that the brake control module 14 generates the brake force control command, which initiates the reduction of the brake force F, before the warning signal ST1 is present. Accordingly, neither the warning signal ST1 nor the door control signal ST2 is used to trigger the brake force reduction. The reduction of the brake force F thus begins even earlier than in the operating scenario shown above. Figure 3and is therefore completed earlier.

[0062] The brake control module 14 can initiate a reduction of the braking force F when requested to do so externally, for example by a driver or, in the case of an autonomously operating rail vehicle 1, by an ATO control system, which may also be stored in memory 110 in the form of an ATO module. It is also possible for the brake control module 14 to automatically initiate the reduction of the braking force F based on a predefined timetable, which may also be stored in memory 110.

[0063] Furthermore, the above statements apply in connection with the first operating scenario according to Figure 2 for the fourth operating scenario according to Figure 5 accordingly.

[0064] The Figure 6A fifth exemplary operating scenario is shown, which corresponds to the second exemplary operating scenario with the sole difference that the brake control module 14 reverses the reduction of the braking force F with the brake force control command BF and initiates the target braking force Fsoll again if, within a specified starting time period Tmax after confirmation that all vehicle doors are closed, i.e., after the monitoring signal US has completed the signal change from a logical one to a logical zero, no starting takes place and no starting command AFB is present or has been implemented.

[0065] Furthermore, the above statements apply in connection with the first operating scenario according to Figure 2 for the fifth operating scenario according to Figure 6 accordingly.

[0066] The Figure 7Figure 1 shows components of an embodiment for a further rail vehicle 1 according to the invention, which is equipped with a further embodiment of a vehicle control system 10 according to the invention. In the embodiment according to Figure 1, the components of an embodiment are shown. Figure 7 The roll-away monitoring device is formed by a plurality of decentrally arranged roll-away monitoring modules 15, each of which is preferably integrated into an associated brake control unit 30 via software. Each of the roll-away monitoring modules 15 can each transmit the data contained in the Figures 2 to 6 The WWS rolling-away warning signal shown will be generated as soon as it detects that the rail vehicle 1 is rolling away.

[0067] Furthermore, the above explanations apply in connection with the Figures 1 to 6 for the embodiment shown in Figure 7 accordingly.

[0068] Finally, it should be mentioned that the features of all the embodiments described above can be combined with one another in any way to form further embodiments of the invention. The subject matter of the invention is defined by the attached claims.

[0069] Regardless of the grammatical gender of a particular term, persons with male, female or other gender identities are included. Reference symbol list

[0070] 1 Rail vehicle 10 Vehicle control system 11 Door monitoring module 12 Door control module 13 Drive control module 14 Brake control module 15 Roll-away monitoring module 20 Data bus 30 Brake control unit 50 Drive 100 Computer unit 110 Memory AFB Starting command ATOATO module BF Brake force control command dT Starting delay time F Braking force Fred Reduced braking force value F Target braking force ST1 Announcement signal ST2 Door control signal t Time t1-t3 Time point t23 Time point Tmax Starting time span US Monitoring signal WRU Roll-away monitoring WWS Roll-away warning signal

Claims

1. Method for operating a rail vehicle (1), wherein in the method - in the case of a vehicle stop, in which at least one vehicle door has been opened, the rail vehicle (1) is braked with a predetermined target brake force (Ftarg), - before restarting the rail vehicle (1), a door closing signal (ST1, ST2) is generated, which triggers a closure of all opened vehicle doors or announces an imminent closure, - the complete closure of the vehicle doors is supervised, and - the restart takes place at the earliest following confirmation that all vehicle doors are closed, characterised in that - before, during or after generation of the door closing signal (ST1, ST2) and even before confirmation that all vehicle doors are closed, the brake force (F) acting on the rail vehicle (1) is reduced, - before or at the latest during the reduction in the brake force (F), a roll-away supervision (WRU) is begun, and - during activated roll-away supervision (WRU), the brake force (F) is again raised to the target brake force (Ftarg) if the roll-away supervision (WRU) establishes a rolling away of the rail vehicle (1) and on the other hand the reduced brake force (F) is retained, wherein the roll-away supervision (WRU) is carried out at least until confirmation that all vehicle doors are closed.

2. Method according to claim 1, characterised in that the door closing signal is an announcement signal (ST1) which announces an imminent door closure.

3. Method according to claim 1, characterised in that the door closing signal is a door control signal (ST2), which triggers a mechanical door closure.

4. Method according to one of the preceding claims, characterised in that the roll-away supervision (WRU) includes supervision of the wheel speed of at least one of the wheels of the rail vehicle (1).

5. Method according to one of the preceding claims, characterised in that the reduced brake force (F) or the brake force (F) increased again to the target brake force (Ftarg) is retained until the start-up occurs.

6. Method according to one of the preceding claims, characterised in that the roll-away supervision (WRU) is only terminated when the start-up occurs.

7. Method according to one of the preceding claims, characterised in that the brake force (F) is increased again to the target brake force (Ftarg), if no start-up occurs within a predetermined start-up time period (Tmax) following confirmation that all vehicle doors are closed.

8. Method according to one of the preceding claims, characterised in that the brake force (F) is reduced to a brake force (F) of zero.

9. Method according to one of the preceding claims 1 to 7, characterised in that the reduction in the brake force (F) is selected as a function of the gradient at the station, wherein the reduction in the brake force (F) is selected to be smaller, the greater the gradient at the station.

10. Method according to one of the preceding claims, characterised in that a start-up command (AFB) is automatically generated if there is confirmation that all vehicle doors are closed.

11. Vehicle control system (10) for a rail vehicle (1) with - a brake control facility (14), which, in the case of a vehicle stop, in which at least one vehicle door is opened, is configured to trigger a braking of the rail vehicle (1) with a predetermined target brake force (Ftarg), - a door control facility (12), which, before a restart of the rail vehicle (1) after the vehicle stop, is configured to generate a door closing signal (ST1, ST2) which triggers a closure of all opened vehicle doors or announces an imminent closure, - a door supervision facility (11), which is configured to supervise the complete closure of the vehicle doors, and - a drive control facility (13), which is configured to generate or implement a start-up command (AFB) triggering the restart at the earliest after confirmation that all vehicle doors are closed, characterised in that - the brake control facility (14) is moreover configured to reduce the brake force (F) acting on the rail vehicle (1) before, during or after generating the door closing signal (ST1, ST2) and even before confirmation that all vehicle doors are closed, - a roll-away supervision facility (15) exists, which begins a roll-away supervision (WRU) before or at the latest at the same time as the reduction of the brake force (F), which is carried out at least until confirmation that all vehicle doors are closed, and - the brake control facility (14) is moreover configured, during activated roll-away supervision (WRU), to increase the brake force (F) back to the target brake force (Ftarg) if the roll-away supervision facility (15) establishes a rolling-away of the rail vehicle (1) and on the other hand to retain the reduced brake force (F).

12. Vehicle control system (10) according to claim 11, characterised in that - the roll-away supervision facility comprises two or more roll-away supervision modules (15), - the vehicle control system (10) comprises two or more brake control devices (30), and - one of the roll-away supervision modules of the roll-away supervision facility (15) is integrated into each of the brake control devices (30) in each case.

13. Vehicle control system (10) according to claim 12, characterised in that the roll-away supervision facility (15) concludes a rolling-away when at least one of the roll-away supervision modules (15) signals a rolling-away.

14. Vehicle control system (10) according to one of the preceding claims 11 - 13, characterised in that the brake control facility (14) and / or the door control facility (12) and / or the supervision facility and / or the drive control facility (13) and / or the roll-away supervision facility (15) or the roll-away supervision modules are therefore formed in each case by one or more software modules.